US7653478B2 - Method of controlling engine stop position in hybrid electric vehicle - Google Patents

Method of controlling engine stop position in hybrid electric vehicle Download PDF

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US7653478B2
US7653478B2 US11/940,438 US94043807A US7653478B2 US 7653478 B2 US7653478 B2 US 7653478B2 US 94043807 A US94043807 A US 94043807A US 7653478 B2 US7653478 B2 US 7653478B2
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engine
engine speed
stop position
crank
motor
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US20080127935A1 (en
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Young Kug Park
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Hyundai Motor Co
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Hyundai Motor Co
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/20—Reducing vibrations in the driveline
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0008—Feedback, closed loop systems or details of feedback error signal
    • B60W2050/0011—Proportional Integral Differential [PID] controller
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0685—Engine crank angle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F02D2041/0095—Synchronisation of the cylinders during engine shutdown
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/06—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving electric generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F02N2019/008—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation the engine being stopped in a particular position
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/905—Combustion engine

Definitions

  • the present invention relates to a method of controlling an engine stop position in a hybrid electric vehicle. More particularly, the present invention relates to a method of controlling a crankshaft position when an engine is to be stopped in a hybrid electric vehicle so as to minimize torque ripple and vibrations generated during intake, compression and expansion strokes when the engine starts up.
  • a hybrid electric vehicle utilized both an engine and a motor driven by a battery power source.
  • Typical HEVs are either parallel type or series type, and include an engine control unit (ECU); a motor control unit (MCU); a transmission control unit (TCU); a battery management system (BMS); a full auto temperature controller (FATC), which controls room temperature; and the like.
  • ECU engine control unit
  • MCU motor control unit
  • TCU transmission control unit
  • BMS battery management system
  • FATC full auto temperature controller
  • Such controllers are linked with each other through a high-speed CAN communication line (e.g. 500 kbps), which is controlled by a hybrid control unit (HCU). Cooperative control is performed between the HCU, acting as the superior controller, and the other, subordinate controllers.
  • HCU hybrid control unit
  • the HCU exchanges information with the subordinate controllers through the CAN communication and controls the subordinate controllers. That is, the HCU receives information on engine torque, engine speed, start key, throttle/coolant temperature, and on the like from the ECU. Moreover, the HCU transmits a fuel injection command signal, an engine stop command signal, a fuel injection cut-off command signal, and information on electric motor start-up, idle stop, and the like, to the ECU.
  • the HCU substantially controls the operation of the electric motor through the MCU.
  • the MCU controls drive torque and speed of the electric motor according to the control signals transmitted from the HCU, thus maintaining the driving performance.
  • An integrated starter generator functions as both a starter motor and a generator for charging the battery.
  • the ISG is connected to the engine by a belt to rotate synchronously with the engine. Accordingly, the rotational speed of the ISG is determined in accordance with a pulley ratio from the engine speed. Moreover, the ISG performs the functions of starting the engine during the engine start-up, generating high power for charging the battery using the rotational force of the engine while driving, and stopping the engine in a state where the fuel supplied to the engine is cut-off when the engine is to be turned off.
  • Piston and crankshaft stop positions change every time the engine is stopped. Accordingly, if the ISG supplies a predetermined starting torque to the engine to restart the engine, torque ripple and vibration are generated from the engine according to the variation of the engine stop position.
  • the engine stop position i.e. the piston and crankshaft positions
  • one preferred aspect of the present invention is directed to a method of controlling an engine stop position in a hybrid electric vehicle having a motor capable of controlling engine speed.
  • the method includes: a) reducing the engine speed according to a first engine speed reduction rate using the motor in a state where fuel supplied to the engine is cut off when the engine is to be stopped; b) after the engine speed is reduced to first reference speed, adjusting an actual engine speed reduction rate according to an second engine speed reduction rate using the motor, and monitoring a current crank position by processing signals of a crank sensor and a cam sensor to count the number of times when the current crank position coincides with a given target engine stop position; and c) if the number of times is more than a predetermined number and if the actual engine speed is below second reference speed, stopping the engine using the motor when the current crank position coincides with the target engine stop position.
  • step b) once a missing tooth of the crank sensor is detected from the signals of the crank sensor and the cam sensor, a pulse falling edge of the crank sensor is counted from the detected missing tooth and then, if the counted number of pulse falling edges is equal to a falling edge reference number equal to the target engine stop position, it may be determined that the current crank position coincides with the target engine stop position.
  • the missing tooth After counting the number of pulse falling edges of the crank sensor signal from a time when a falling edge of the cam sensor signal is input, if the counted number of falling edges is equal to a predetermined reference number, the missing tooth may be detected.
  • control unit may perform PID control using a velocity gain value in accordance with the current engine coolant temperature obtained from previously input map data so as to obtain the target engine speed in accordance with second engine speed reduction rate.
  • FIG. 1 is a schematic diagram showing a drive unit of a hybrid electric vehicle
  • FIG. 2 is a graph showing the variation of starting torque according to an engine stop position
  • FIG. 3 is a flowchart illustrating a method of controlling an engine stop position in accordance with an exemplary embodiment of the present invention
  • FIG. 4 is a graph illustrating an engine speed reduction controlled by a control process in accordance with an exemplary embodiment of the present invention
  • FIG. 5 is a diagram showing signals of a crank sensor and a cam sensor in a variable valve timing (VVT) engine
  • FIG. 6 is a diagram showing the results of an experiment to which the method of controlling the engine stop position in accordance with an exemplary embodiment of the present invention is applied.
  • the present invention provides a method of controlling an engine stop position in a hybrid electric vehicle (HEV). More particularly, the present invention provides a method of controlling a crankshaft position to make an engine stopped at the same position when an engine is to be stopped, so as to minimize torque ripple and vibration generated during intake, compression and expansion strokes when the engine starts up.
  • HEV hybrid electric vehicle
  • the piston and crankshaft stop positions are different every time the engine is stopped. Accordingly, if an integrated starter generator (ISG) supplies a predetermined starting torque to the engine to restart the engine, torque ripple and vibration are generated from the engine due to the variation of the engine stop position.
  • ISG integrated starter generator
  • Embodiments of the present invention regularly control the crankshaft stop position by momentarily stopping the engine by a starter motor (ISG) when the crankshaft position coincides with a given target engine stop position, if certain conditions are satisfied after monitoring the crankshaft position when the engine is to be stopped.
  • ISG starter motor
  • FIG. 3 is a flowchart showing an exemplary method of controlling an engine stop position, in which a control process is performed by an engine position control module (hereinafter referred to as the control module) of a control unit.
  • the control unit may be a hybrid control unit (HCU), and may include a processor, memory, and associated hardware, software, and/or firmware as may be selected and programmed by a person of ordinary skill in the art based on the teachings herein.
  • HCU hybrid control unit
  • the control module controls the starter motor (ISG) through a motor control unit (MCU) to reduce the engine speed according to predetermined first engine speed reduction rate at step 31 .
  • the control module monitors the crankshaft position by processing signals of a crank sensor and a cam sensor.
  • the engine speed reduction rate is then adjusted to second engine speed reduction rate, which is relatively low at step 33 .
  • the control module reduces the engine speed through the starter motor according to second engine speed reduction rate which is lower than the first engine speed reduction rate.
  • the control module monitors the crank position to count the number of times when the current crank position coincides with a given target engine stop position at step 34 .
  • control module outputs an engine stop request signal to the MCU when the current crank position is equal to the target engine stop position at step 36 .
  • Second reference speed is an engine speed at which the starter motor (ISG) can overcome torque ripple and regulate the engine with a constant speed, and a minimum engine speed at which the crank signal can be processed by the HCU.
  • the crank position thus coincides with the target engine stop position when the engine is to be stopped.
  • the above-described control process may be carried out every time the engine is to be stopped, thus continuously controlling the crank position (engine stop position) to coincide with the target engine stop position at all times.
  • FIG. 4 is a graph illustrating an engine speed reduction controlled in accordance with the present invention, in which Eng_rpm denotes an actual engine speed, Est_Eng_rpm denotes an estimated engine speed calculated from the speed of the starter motor, Cntl_St_rpm denotes first reference speed and Eng_stp_rpm_min denotes second reference speed.
  • the HCU monitors the crank position, i.e., the crankshaft position, using signals of a crank sensor and a cam sensor in the engine and, if the above-described certain conditions are satisfied, stops the engine using the starter motor when the crank position coincides with the target engine stop position.
  • FIG. 5 illustrates signals of a crank sensor and a cam sensor in a variable valve timing (VVT) engine.
  • VVT variable valve timing
  • a sensor wheel of a crank position sensor has 58 teeth, with 2 teeth removed, or “missing.” Since the sensor wheel makes two revolutions (720°) during an engine cycle, a total of 116 pulse signals (without the four missing teeth) is output from the crank sensor as shown in FIG. 5 .
  • the signal of the cam sensor includes a falling edge and a rising edge during each cycle as shown in FIG. 5 .
  • the inventive method may employ a simpler process from the signals of the crank sensor and the cam sensor.
  • VVT variable valve timing
  • the cam position in the VVT engine in a state where the fuel injection is cut off when the engine is to be stopped, is set at the maximum retard position at all times as shown in FIG. 5 (the falling edge of the cam sensor signal is positioned prior to a predetermined pulse number, i.e., the number of pulse falling edges, of the crank sensor signal).
  • the HCU can easily detect the missing tooth and use it as a synchronization signal for engine stop position control.
  • the HCU i.e., the stop position control module, detects the missing tooth from the signal of the crank sensor and the cam sensor by counting the number of pulse falling edges of the crank sensor after the falling edge of the cam sensor signal is input. If the counted number of pulse falling edges is equal to first reference number, the HCU determines that position as the missing tooth position.
  • the cam is set at the maximum retard position at all times when the fuel supplied to the engine is cut off and no torque is generated in the engine. Accordingly, the falling edge of the cam sensor signal is positioned prior to the number of pulse falling edges of the crank sensor signal from the missing tooth position at all times, and the detected falling edge of the cam sensor signal is used in the engine stop position control process. If the number of pulse falling edges of the crank sensor signal is equal to first reference number from the time when the falling edge of the cam sensor signal is input, the HCU detects the missing tooth position of sensor wheel of a crank position sensor to generate the synchronization signal and starts to count the number of pulse falling edges of the crank sensor signal again.
  • First reference number is a predetermined proper value that may vary with engine type.
  • the missing tooth position is located at the position where the number of pulse falling edges of the crank sensor signal is equal to first reference number from the time point when the falling edge of the cam sensor signal is input always.
  • the missing tooth is detected if 4 pulse falling edges of the crank sensor signal are input after the falling edge of the cam sensor signal and, in this case, first reference number is 4 . That is, the position that 4 pulse falling edges of the crank sensor signal are input after the falling edge of the cam sensor signal is input, is determined as the location that the missing tooth exists.
  • the HCU starts to count again the number of pulse falling edges of the crank sensor signal from the detected missing tooth and, if the number of pulse falling edges of the crank sensor signal is equal to second reference number, it is determined that the current crank position is the target engine stop position.
  • Second reference number is a reference value that defines the target engine stop position. For example, if second reference number is 10 , the position where 10 pulse falling edges of the crank sensor signal are input after the missing tooth is detected corresponds to the target engine stop position, and the engine is to be stopped at the crank position where the 10 pulse falling edges of the crank sensor signal are input.
  • the HCU counts the number of pulse falling edges of the crank sensor signal after the missing tooth is detected and, if the number thereof is 10, it is determined that the current crank position coincides with the target engine stop position.
  • the control process of the present invention counts the number of times when the current crank position coincides with the target engine stop position.
  • the HCU controls the starter motor through the MCU to stop the engine at the time when the current crank position is equal to the target engine stop position (when the number of pulse falling edges of the crank sensor signal is equal to second reference number after the missing tooth is detected).
  • the HCU of the present invention while the HCU of the present invention reduces the engine speed from first reference speed to second reference speed in accordance with second engine speed reduction rate by the starter motor, the HCU performs a proportional-integral-derivative (PID) control so as to obtain the target engine speed according to the second engine speed reduction rate in a section between first reference speed to second reference speed, that is, to obtain the engine speed in accordance with a velocity diagram from first reference speed (Cntl_St_rpm) to second reference speed (Eng_stp_rpm_min) as shown in FIG. 4 .
  • PID proportional-integral-derivative
  • the engine frictional force is dependent on the engine speed, i.e., the coolant temperature. Accordingly, if the HCU controls the engine speed in view of the velocity gain value based on the coolant temperature, while performing the PID control to reduce the engine speed from first reference speed to second reference speed according to engine speed second reduction rate, it is possible to improve the ride comfort of vehicle during the speed reduction control and further improve the accuracy of the final engine stop position.
  • the method of controlling the engine stop position of the present invention it is possible to stop the engine at a given position every time when the engine is stopped, thus preventing the generation of torque ripple and vibration caused by the starter motor supplying a predetermined starting torque to the engine during the engine start-up.
  • the motor for stopping the engine is the starter motor
  • the motor is a motor that can control the engine speed in a broad sense and may be a generator having a function of charging a battery and used as a starter motor for starting the engine.
  • FIG. 6 is a diagram showing the results of an experiment to which the inventive method is applied, in which the line 61 represents a crank sensor tooth number (Y-axis), and tooth number 0 represents a missing tooth. It can be seen from the figure that the tooth number counted from the missing tooth during the two revolutions in one cycle is 116 and then 0 corresponding to the missing tooth.
  • the line 62 represents a target engine stop position.
  • the number of teeth is 116 and second reference number is 10 (the crank position where 10 pulse falling edges are input after the missing tooth is detected is the target engine stop position).
  • the crank position where the 10 pulse falling edges are input after the missing tooth of the number 0 is detected the position coincides with the target engine stop position, i.e., if the number of times when the current crank position 61 coincides with the target engine stop position 62 is 8 for example, the engine is stopped at the next target engine stop position, i.e., at the position where the 10 pulse falling edges are input.
  • the HCU monitors the crankshaft position by processing the signals of the crank sensor and the cam sensor in a state where the fuel supplied to the engine is cut off and, if certain conditions are satisfied, the HCU momentarily stops the engine using the starter motor at the time when the crankshaft position coincides with a given target stop position, thus controlling the crankshaft stop position, that is, the engine stop position, whenever the engine is to be stopped.
  • the method of controlling the engine stop position of the present invention can prevent the generation of torque ripple and vibration caused by the variation of the engine stop position during engine start-up.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
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